Self-disengaging bailkoad-cak



J. PRICE.

Car Coupling.

Patented Feb. 17, 1857.

N. PETERS. PHOTD-LITHOGRAPHER, WASHINGTON. a O,

UNITED STATES PATENT OFFIOE.

JOSHUA C. PRICE, OF WE PHILADELPHIA, OHIO.

SELF-DISENGAGING RAILROAD-CAR COUPLING.

Specification of Letters Patent No.

To all whom it may concern:

Be it known that I, JOSHUA O. PRICE, of New Philadelphia, in the county of Tuscarawas and State of Ohio, have invented a new and useful Improvement in Oar-Couplings; and I do hereby declare that the following is a full, clear, and exact descrip tion of the same, reference being had to the accompanying drawings, forming part of this specification, in which Figure 1, is a plan of a series of car platforms coupled together after my invention. Fig. 2, is an inverted plan, on a larger scale, of one of the car platforms with my improved coupling applied to it. Fig. 3, is a vertical longitudinal section of the sameit being still inverted. Fig. 4 is a vertical transverse of the same; inverted.

Similar letters of reference in each of the several figures indicate corresponding parts.

My invention is designed to overcome a serious objection urged against the use of that description of car coupling which by lateral pressure, either to the right or left, allows either of the cars of a train to dis connect and run ofi without drawing those which are behind along with it.

The nature of my invention consists in the employment of two obliquely set sliding head blocks or stop bars constructed by a turning beveled link or plate, in connection with a hinged pin plate which is furnished with two beveled projections on its underside; said parts being arranged relatively to the buiferhead and operating in the manner and for the purpose presently described.

To enable others skilled in the art to make and use my invention I will proceed to describe its construction and operation.

A, is the platform of a car, constructed in the usual manner.

B, is the buffer and O, the buffer head; it fits in a socket formed in the front end of the buffer, and is fastened by a pin as presently described.

D, is a hinged plate or bar arranged on top of the buffer-being hinged at a, and held in contact with the buffer by a spring 5, as shown.

E, is a recess cut in the underside of the platform for the plate D, to play up and down in.

F, is a horizontal transverse link or plate arranged between the bar D, and the buffer, it fitting in a recess cut in the upper 16,654, dated February 17, 1857.

side of the buffer. This link is hollowed out on each edge and beveled inward as shown in Fig. 4. Its beveled curved edges fit projections c, c, on the underside of bar D, and cause said bar to move upward in the recess E, when the link turns either to the right or left.

G, G, are two sliding head blocks or stop bars arranged obliquely on either side of the buffer and pivoted by their rear ends to the link as shown in Fig. 2. These head blocks, at their forward ends, are shaped similarly to the buffer head and are kept in place by staples d, d.

H, is the pin which fastens the buffer head to the buffer. It is secured fast in the bar D, and passes down through the link, buffer and buffer head in the manner shown, and when thus down answers as the fulcrum of the link as well as for securing the buffer head in place.

Operation: Suppose several cars to be coupled together by the ordinary links as shown in Fig. 1, and one of the cars should run off the track as illustrated in red, the result will be that one of the head blocks or stop levers of one car will butt up against the head block or stop lever of the other car and thereby cause the link F, to slide over the bevel projections 0, c, of the hinged bar and cause them and the bar to recede up into the recess E, and consequently the pin H to rise sufficiently high to stand above the buffer head and thus leave the buffer head free to pass out of its socket which it does as soon as the pin is thus raised owing to the force of the car which is running off acting upon it. Thus it will be seen that the cars are capable of uncoupling at a time when there is danger. In this respect, however, my coupling does not differ except in the means whereby the uncoupling is effected, from many others in use. Again suppose instead of one of the cars running off the track one of them should simply jump the track as illustrated in red at Fig. 1, the result will be that the car instead of uncoupling itself from those in front of it will still remain coupled to those on the track both before and behind it and thus avoid the very great inconvenience necessarily experienced when the ordinary coupling, which is operated by lateral pressure, is employed, of one portion of the train being detached and left behind when no dangerous consequences could ensue by their remaining coupled together. It is in this respect that my coupling difi'ers essentially in its operation from all others in use.

I am aware that sliding bars or bumpers have been used on either side of the platforms for the purpose of disconnecting the car couplings. This therefore I do not claim-neither do I claim the device for detaching the link by means of inclined or wedging surfaces for lifting out the coupling pin, by an oblique strain upon the draw bar, as I am aware that such a device was patented by James Turner July 20, 1852. But

lVhat I do claim as my invention and desire to have secured to me by Letters Patent is The employment of two obliquely set sliding head blocks on stop bars, connected by a turning link or plate which is hollowed ont and beveled inward on each of its edges in combination with the hinged buffer pin plate which is furnished with two outwardly beveling projections on its underside; said parts being arranged. relatively to the buffer head and operatingin the manner and for the purposes herein set forth.

JOSHUA 0. PRICE.

\Vitnesses R0131. W. FENWICK, JOHN M. MAY. 

